Puel-vapokizistg system



Oct. 16 1923. 1,470,967

L. E. FRENCH FUEL NAPORIZING SYSTEM Filed April 22, 1919 2 Sheets-Sheet 1 L, a uren ceEIFT'en INVENTOR ATTORNEYS Oct. '16 1923. 1,470,967

r 1... E. FRENCH v FUEL VAPORIZING SYSTEM Filed April 22. 1919 2 Shouts-Shut 2 L41 unenoeiffijancjz.

INVENTOR BY ,fly 0? 64167110111! ATTORNEYS Fei nted Oct. 16, 1923.

LAURENCE E. FRENCH, OF SEBASTOPOL, CALIFORNIA.

FUEL-VAPORIZING SYSTEM.

Application filed April 22, 1919. Serial R0. 281,844.

To all whom it ma concern:

Be it known that LArunNo-n E. FRENCH, a citizen of the United States, residing at Sebastopol, in the county of Sonoma and State of California, have invented new and useful lm rovements in Fuehvaporizing Systems, 0? which the following is a specilit-alien.

This invention relates to an internal combustion engine and particularly pertains to a fuel vaporizing system therefor.

In the use of heavy fuel, it is often found necessary to start the engine on some light and volatile fuel and to operate on this fuel for some little time to give the entire .engiue and radiator time to attain normal working temperatures, as the condensation of heavy fuel in a cold engine often causes damage to the cylinders, due to the removal of the lubricating oil, and other troubles through the dilution of lubricating oil in the crank case.

It is the principal object of the present invention to provide a fuel vaporizing system with which heavy fuel may be used while the engine is normally running and which system provides simple means whereby a light and more volatile fuel may be used in starting and warming the engine, said system embodying means for unitarily controlling both of said rarburization mechanisms.

Other objects of the present invention are to provide means of carburization, whereby heavy fuel may be finally gasified by bein finely pulverized and then eiliciently heated at reduced pressure during vapor-lotion." This is due to the fact that the wide range of temperature of the exhaust gas of the engine under dill'erent throttle openings makes it normally impossible to exhaustheat a non-volatile fuel suilieiently on a nearly closed throttle without overheating -the mixture on open throttle to a point where loss of volumetric efficiency and preignition occurs. Such a condition, it is known. will seriously lessen the maximum power of the engine, and it is anpbject of this invention to provide a system which will heat to vaporization the 'hsavy fuel mixtures carried to the engine cylinders on closed throttle, with decreasing proportion of heat. as the cylinder "coi npressionand intake gas velocity increases with opening of the. throttle, thereby automatically insuring that an cflicient mixture of gaseous fuel will at all times be delivered to the engine without reference to the load upon the engine or its speed of rotation.

The present invention contemplates the use of a volatile fuel carburetor and a heavy fuel carburetor, both united to an intake manifold, said heavy fuel being provided with means whereby it may be readily vaporized by heat derived from the ex laust manifold of the engine, and its flow and temperature automatically controlled by the control of the two carburetors. These carbu reters collectively furnish a starting fuel jet for light fuel and three fuel jets have heavy fuel which comprises an idling jet always functioning at a constant rate of How when the engine operates, an intermediate jet.

which begins to 'function at a constant rate of flow when a predetermined rate of engine speed has been reached and a third fuel jet which begins to function when another higher rate of speed has been reached and through which the flow increases in direct ratio, to an increase in engine speed.

The invention is illustrated by way of example in the accompanying drawings, in which Fig. 1 is a view in side elevation, disclosing an internal combustion engine fitted with an intake and exhaust manifold, and further illustrating the applicationof the present system thereto, the manifolds of which are broken away, clearly disclosing the invention.

Fig. 2 is a view in plan, illustrating the manifold connections between the main intake pipe and the two separate carburetors, further disclosing the main butterfly valve and the fuel, valve. i 4

'Fig. 3 is an enlarged. view in vertical sectioin as seen on line 3-3 of Fig. 1, disclosing the relation between the fuel valve and the main throttle valve.

Fig. 4 is the view in plan, illustrating the arrangement of the heavy fuel carburetor.

Fig. 5 is a view in longitudinal central section, through the earbureter, show on Fig. 4, and clearly discloses the fl t arran ement as well as the vaporization system therefor.

Fig. 6 is a view on end elevation, showing the carburetor disclosed in Fl". 4 and Fig. 5.

Fig. 7 is an enlar ed fragmentary view of the heavv fuel car ureter, as seen on line 7-; of Fig. 4.

Fig. 8 is an enlarged fragmentary view ill) f the heavy fuel carhuretcr. as seen on line S of Fig.

i ig. an enlarged view in detail. showing the fuel inlet nozzle to the heavy fuel carburet r andto the intake manifold of the engine.

Fig. 10 is a fragmentary view of a nozzle used in the heavy carburetor.

The invention is illustrated in the accompanying drawings. in which it! indicates an internal combustion engine. This engine is here shown as fitted with an exhaust manif ld 11 and intake manifold 12. the manifolds in the present instance both being shown as upon the same side of the engine.

The intake manifold formed with central downwardly extending portion 13. having a bolting flange at the bottom thereof for receiving a T manifold connection 15. The manifold connection l5 carries a main butterfly valve 16. shown in Figs. 1. 2 and 3. This valve is mounted upon a rotative stem 17 to one end of which is secured an operating lever 19. The opposite end of the stem is formed with a fuel valve duct 19 which register with a fuel passageway 20, formed in the wall of the T 15.

By reference to Fig. 3. the exact relation of the butterfly valve 16 and the duct 19 for the fuel valve control is clearly shown as one end of the passageway 20 is fitted with a fuel supply-pipe 21, while the opposite end is provided with a connection 22. At one end of which connection a pipe 23 is secured and at the opposite end. a vaporizing pipe 24 or as shown in Fig. 2. The vaporizing pipe 24 is shown as being led up and into the exhaust manifold ll. after which it is brought 0 t through the wall of the maul fold. and is led to an elbow 25. This elbow is particularly shown in Fig. 9 as extending through the side wall of the intake manifold. It is there fitted with a tube 26 which has a beveled end and which is enclosed within a shield member 27. Through this tube and the shield member, the gaseous fuel which has been vaporized within the exhaust pipe is drawn into thc intake manifold for the purposes of carburization.

The opposite end of the connection 22, which is fitted with the pipe 23. comniunicatcs with a heavy fuel carburctcr 27. as indicated in Fig. 1. This carburctcr is fastcncd on one end of the T manifold member 13. whilc the other leg of the T is in conucc tion with a light. fucl carlun'etcr 2%. The light fuel carbureter 2h may he of any des rcd constru tion and may be the carbureter origimilly designed for use upon the engine. In any case it is fitted with a cut-off valve 29 by which the How of gaseous fuel from this carlnireter to the engine manifold may he established or discontinued. This cut-off val e has a lever in uirect connection with the lever 31 of the cubofi valve 32 carried by the heavy fuel carburetor 27. This connot-t ion is made by a rigid connecting rod 33 shown in Fig. 1. It is intended that the (nholf valves 29 and will be alternately thrown to extreme positions, the gaseous fuel being controlled at all times by the main throttle valve 16.

Referentc being particularly had to Fig. 5. it will l e noted that the heavy fuel carburctcr :27 is formed with a bowl 34 within which a float. member 35 is mounted. This member is here shownas hanging from a lever arm 36. pivoted upon a pin 37 at one end of the bowl. and which actuates the vertically movable needle valve lid. The needle valve 38 is disposed to seat at the lower end of a fuel inlet duct 53th which is in communication with a fuel inflow well 4.0. The well 40 is titted with a fuel pipe 41. by which the fuel is led from any suitablesourte of sup ply. An out-flow passageway 42 is formed from the'bottom of the carbureter bowl 34, and communicates with a spray nozzle 43. This nozzle extends upwardly into an air chamber +14. and its upper end is surrounded by an air tube 45. The tube 45 does not fit closely around the nozzle 43, but provides a space between the two members through which air may be drawn. and its circulation established. The upper end of the tube enters an air intaking throat 46. through which air is directly admitted to the butter fly cut-off valve 32 and from thence will flow to the engine. The suction of the air pass ing through this tube 46 will draw the fuel upward through the members 43 and 45 and will ca'use this fuel to unite with the gas and the air in a manner to form a suitable fuel mixture for the engine. the mixture then flowing to the manifold member 15 and upwardly to the intake manifold 13.

The float chamber Sl does not alone control the supply of fuel for the engine. Means are provided whereby a certain amount of the heavy fuel may be deviated h ll from its course to the vaporizing members 43 and 45. and allowe 'l to pass through the vaporizing tube 24. as more clearly shown in Fig. 1 of the drawing. By reference to Figs. 7 and 9. the details of the construction of thecarburetcr, are shown. It is to be seen that the float. bowl 34 is connected with an outlet duct 4T leading from the bottom of the bowl to a cavity 4 This cavity extends vcrticall v and separated from the main body of the bowl by a vertical intermediate wall. Parallel to the cavity 48 is another compartmcnt 49. which communicates thn'ewith through a bottom duct 50. The cavity 48 is open to the atmosphere while cavity 49 is enclosed and is fitted with a nozzle member .11, having a. downwardly descending duct 52, through which gaseous fuel may pass in a manner hereinafter described, and an open ing 53, through which air may flow to the exterior ,"thereof.

cavity. 49. The inflow of fuel to the cavity 48 from, chamber. 34 is controlled by an adjusmblevetve 54, which extends through the cavitidfi Bnnd 49 and is adjusted from the The nozzle member 51 extends within the lower end of its passageway 52 considerably below the fuel level A-A in the float chamber 34, thus establishing a fuel head, above. the lower end of passageway 52 and below the fuel level A-A. The duct 52 communicates with the port 55, which port leads directly to seat 56 of a valve stem 57. Valve stem 57 is clearly shown in Fig. as carrying the butterfly cutoff valve 32, its lower end being formed with a transverse passageway 58, by which the control of fuel flowing from the opening 55 to the fuel supply tube 21 is brought about the intake manifold of the engine.

as the cubotl valve and its stem are rofated.

After the fuel which has been deviated from the vaporizingv nozzle 45 and has passed through pipe 21. it will'flow through the tube 24 enclosed Within the exhaust manifold. and will thereafter be delivelrpddto esired. the fuel may ascend from another chamber of the heavv fuel carburetor 27, where the heavy fuel will be more thoroughly vaporized anl a more perfect carbllI'lZflllOn produced. This flow takes place through the pipe 23, clearly shown in Fig. 8 as leading from a metering chamber 59. The chamber 59 is formed alongside of the carburcter how} 34 and communicates therewith by means of the duct 60. The sectional area of the tube 23 is considerably greater than the area of the passageway occurring between the tube and the compartment 59, as indicated in Fig. 10. Here it will be seen that. the end of tube 23 is fitted into a elbow nozzle member'fil, having arestric calend opening 62. This opening admits the fuel from the compartment 59't0 the tube, sucking out all the fuel passing in from'the float chamber 34 through the opening 60 and maintains the liquid at reduced pressure when the engine operates at low temperature. This position of the nozzle- 62 is considerably lower than the level of the fuel, as indicated on line A--A of Figs. 7 and 8. In order to more thorough y complete the vaporization of the fuel, an air inlet pipe 63 is provided and communicates with the upper c id of the cavity 59 through an, opening air inlet tube 63 exten s vertically and terminates at a point above the exhaust manifold, as particularly shown in Fig. 1. This inlet tube is o ened at its u per end, and is surrounded t roughout its l ength by a jacket 67. This jacket isin' co muniealion with the side of the exhaust manifold and is filled with a heated gas. which will warm the air passing through the tube and deliver a warme a r o the compartm nt 59,

this air uniting with the fuel which primes from this compartment through the openin 62.

he control of the present system is effected by the usual hand throttle lever mounted upon the steering column or the steering wheel of an automobile and which is connected with the arm 18. \Vhile the cutoil valves 29 and 32 are controlled by foot lever 68, which is fastened at. the upper end of a push rod 69. This push rod is secured to the connecting rod 33. with which levers 29 and 31 are united, and will alternately open and close the butterfly cut-ofl valves 29 and 32 of the gasoline and heavy fuel carburetors,

throwing them to extreme positions. The

.that no heavy fuel mav pass through-this pipe during the operation of earbureter 28 although the valve 19 may be open.

In operating the present invention, the engine 1s started 1) any desired means and the push button 6 is drawn back 'to close the cut-off valve 32 and to open the cut-off valve 29. "The engine will thus be started on a gasoline fuel from the carburetor 28, the speed of the engine being controlled by means of the master throttle valve 16. This valve, as shown in Fig. 1. is mounted in the vertically extending leg of the T manifold member 15. When the engine has attained its normal wTirlting-tempnraturehe push button 68 is manipulated to completely close the cut-off valve 29 and to open the valve 32. The heavy fuel carburetor 27 will then be set in action, and carburetor 28 rendered ingp erative.

hen considering the carburetor 27, the operation is foundto be in three distinct phasesfdepending on the opening, of the main throttle valve i6.- The first phase is established when the throttle is closed or nearly closed, and represents a car speed on a smooth. level road at five to ten miles per hour. This spaced we will designate as the idling sp ed. The second phase isestablishcd when the throttle 16 is partially opened aiid represents a car speed of ten to twenty miles an hour, this speed bei g dcs-.

established in thisrportion of the pipe, Hiliilillg approximately nine pounds per square inch under these conditions. The vaorizing tube '23 is subjected to the intake slu'lion through its connection with the intake pipe at the T 22; hence, valve 19 is closed and the intake vacuum is communirated to the tube 2 5 and thence to the membe! lit. and creates a suction throu h the opening 52 in this spray member. he restrirtion of this opening is shown in detail in Fig. 1H. and has an important bear-in on the operation in two distinct matters, w ich. will he explained shortly. Fuel is then ad milled to the cavity 59 through the port 60 and from the float. chamber 34. The level of the fuel is maintained b the float along the line A-.\. s indicated in Fi T and t The amount of fuel entering t e hamber .39 determined b the position Of the needle valve 49'. 59 at he bottom of the float chamber. and also the head of fuel represented by the difi'erence in level from the line to the lower port opening of pasageway 62. Air i admitted to the cavity through the port 64 by the tube 63, the air cntelinp this tube at a point above the exhaust manifold and being heated as it passes downwardly therethrough. As has been previously explained, the heating of this vertically descending tubeis brought about by the delivery of the exhaust gases to the outer slllftltt thereof, and passing along a juclict surroundinp the same.

The restrirted opening (32 at the end of the nozzle (ll insures that the full vacuum in the intake pipe ill will be effectively transferred throughout the length of reporizin; tube and tube 23 to n point directly behind the restriction and that a reduced pressure will be produced in tube 23. This rl-tlurliou of pressure below atmospheric IHt'FFlHt in the heated portion of the tube Q-l ls quite necessary to the proper vaporization of heavy l'uel under ordinar conditions. Illll to the lowering ol'lhe boiling point of the fuel passing through this lulu. it is umli'z'r-lnotl that the temperature of h ex Imam fins in the average combustion engine. as n ed on automobiles is about 'ifrtl' Fahn vnhcit; in the idling position. .is the lroih ing point of kerosene ranges from about; 390 to Silt) Fahrenheit at nlllluspllt'l'l'd prr uun it 5,: only by redurin; the pressure and reaking up the fuel that dcsil'ublc results can be obtained under idling rondi lions. It will be noted [but air tllllls the ()ijt'lllllfl' [1'2 Filut' linllitllltdfi with the fuel and that the high \t-lutlly obtained by usin g the restricted opening ruuscs the fuel to be clfectiwly broken up into a line spray which itran lltl along by the air. Relating to this operation. it. has been demonstrated that a given heating surface-will cvapoiate nearly four times the quantity of liquid fuel when that surface is subjected to a finely divided liquid spray instead of an unbroken column of liquid. In the present instance, it will be recognized that a. finely divided spray will be produced, due to the inrush of heated air from the tube 63 and the li uid which will be drawn to the tube 23. e tine di vision of the fuel and the reduction of pressure during the heating are accomplished in the present; system largely by means of the restricted o enin at the entrance, of the nozzle 61. t wil be noted that the amount of fuel which is fed into the cavity 59, as shown in Fig. 8, is constant as determined by the fuel head in the float chamber 34, and the metering hole 60, and that the fuel passing through is in no way dependent upon the amount of air passi through the cavity or the suction existing 11'! the vaporizing tube. The fuel to be vaporized will thus be drawn from the carbureter 27, and will be delivered gasified, to the intake manifold of the engine, to there unite with the air passing directly from the carbureter. This condition takes place when the ermine is in what has been termed its idling osition and it will be noted that the fuel our will be constant.

\Vhen the cnn'ine'is to be operated at an intermediate speed, the throttle valve is operated bv the lever 18 and will swing in the manifold, as pnrticularlv shown in Fig. 3. Simultaneous with this, swinging motion. the opening in the duct 19 is produced and it then registers with the passagewuv l7 and 20 at the opposite sides thereof. Xow. when this operation takes place. communication will be established between the pipe ll and the pipe 21 and thus suction. as shown. will be established through the tube24 to the tube 21 as well as through tube 23. This tube 21 leads into other parts of the carburetor. as more clearly indicated in Fig. 7. When the butterfly valve [6 is initially opened, there will be but a very slight drop in the suction pressure. as ermitted through the pipes 21 and 23. This suction will be transmitted to the restricted opening .32 in the downwardly descending nozzle. shown in Fig. 7. as connnunicating with the passage 49. As the nozzle inlet is only slightly below the depth offtheiuel level A-.\, there will be u slight drop pressure to cause the fuel level in the cnvitv 49 to drop to the point of exit of the opening 52. llCLUll'i punicd by the air entcrinp the opening 33 in this nozzle. The result will be that a considrrnblc spray of this fuel will. he produced in the larger portion 55 of the outlet pussagmvay. As the main throttle 16 is furthcr opened, more air will be admitted and simultaneously the fuel valve 19 will he further opened, increasing the suction on the nozzle opening 52. The fuel levell will thus be lowered from the point shoii'iiby the 1 mixture is heated by the exhaii'st.

lines A-A in the cavity 48 to the point of the drilled passageway 50, which connects the cavities 48 and 49. This increases the fuel head and consequently increases the flow of fuel at the needleand through the duct 47 into the cavity 48, and thence to the nozzle 52. It will be noted that as the cav ity 48 is opened at the top, no increase in fuel will be obtained in this cavitv. due to an increased suction in the adjoining cavity 49 after air begins to enter the passage 50 simultaneousl with the fuel but owin to air entering the hole 53, considerable r ac tion of pressure must occur in passageway 55 before a reduction of pressure occurs in the cavity 49. The ratio'of the diameters of holes 52 and 53 thus bear an important relation to each other in governing this action. The holes are normally about the same diameter.

It is very important that some flow of fuel be'maintained at all times through the nozzle 52, even with a very light suction in 55. With the slight fuel head represented by the difference in level A-A to B-B, this condition is met and the fuel flow increased in exact proportion to the increase of suction in the ort 55 until the fuel level in 48 reaches the ole 50, after which no increase of fuel feed is possible, but a constant flow maintained with any further increase of suction.

When the engine is to be driven at hi h speed,: the throttle valve 16 is wide y opened, and the velocity of'the air passing through the passageway 46 will be materially increased to a olnt at which. suction on the tube 45 will raw the fuel up from the chamber 34 through the stein 43 and into the passageway 46,-the-reafter to be delivered to the engine manifold. This fuel will,,

of course, be atomizedand will be in a finely divided state, thoroughly mixed with the air entering the intake of the engine. While the fuel entering the air from nozzle 43 -is not heated directly in any way by the ex haust-gases, the velocity of the air on open throttle is nevertheless sufficient to cause a fine division of pure spray which forms a very readilycombustible mixture. while at the same time heated fuel from tubes 21 and 23 is. being delivered to the manifold through pipe 24. The heat of cylinder compression and the temperature of combustion are also throttle w ch assists combustion. Particular attention is called to this feature of the resent invention, and to the advantages to he gained thereby. The exhaust temperature on open thrpttle averages about 1300 Fahrenheit at high speed. In. other systems heretofore nsedFtbe entire mixture or nearly a constant propo to the wide range of the temperatureofthe greatly increased on wide open. 1 I

minaret the. .mltire and air "fro m .the ca rburet'er; to he p exhaust at different throttle openings and varying speeds, it is rarely possible in these other systems to get suflicient heat on a nearly closed throttle without incurring an overheated mixture on open throttle to a point where loss of efficiency and prc ignition conditions occur to seriously lessen the maximum power of the engine. n the present system, the mixture is run into the engine,-at high engine speed, at a re 'low temperature, and this entails practica ly no power loss on open throttle and on closed throttle practically the entire mixture is heated to a point insuringthorou b vaporization. This is accomplished in the opera ti'on by an automatic action, and also insures a proper graduation of heat for the fuel under var ing conditions and regulates automatica ly the proportion. of cold aii' used .at intermediate speeds.

It-wiill thus be seen that the present system embodies the use of duplex carburization, whereby light and heavy fuel ma be alternately delivered to the intake ma'ni'i old, and which also incorporates means for automatically raising the temperature of a certain percentage of the heavy fuel in direct ratio to the rising temperature of the exhaust gasesdelivered from the engine; and thus insuring that a maximum efficiency of the caiiburization system will be attained at all tin-res, and that ease in starting the engine rna'y be produced. 1

While I have shown the first form of my invention as now known to me, it will be understood that various changes in the combination; construction and arrangement .of parts may be made by those skilled iii, the art, without departing from the spirit of the invention as claimed. f

Havingthus described my inyention, what I clainraud desire to secure by Letters Patent isi 1. In combination with an internald$on1- bastion en ine having intakeand exhaust manifoldsfii connecting with said exhaust manifold and adapted to be alternately placed iii communication therewith, an auxiliary fuel passageway leadiiigffrom-one of the carbureters ,o tho'fintake manifold and a master thrdttle j 'apted to control the flow of fuel from eitli e and-ti'gulate' the flow of fuel through auxiliary passageway.

2; In combination with explosive ffig ine r of the calrbureters to the engine w a w eavy and light- ,fiiel carhureteis,

having an intake manifold, an exhaf tman fold connected with said engine,.ai:arbi1reter ter to a point in the intake master valve for controllihg the flbw oi. fuel,

'ne; Swing-and the'stem of said master valvegontijifi T the flow of liquid fuel through thisyapor i zation pipe in ratio to the volumetric flow of gaseous fuel admitted by the master valve."

3. In combination with an internal combustion engine having an intake and an exhaust manifold, a light fuel carburetor in comiz'nnnication with said intake manifold, a heavy fuel carburetor in connection with said, intake manifold, a vaporization tube leading from the heav fuel carburetor through the exhaust mani old and connecting with the intake manifold at a point between the en: pine and the throttle valve, whereby suction influence may be exerted thereto, a valve controlled simultaneously with the main valve in the manifold, whereby the flow of fuel to the vaporization tube may be regulated in proportion to the opening of the main fuel valve.

4. In a fuel vaporization system, the comnalion with an internal combustion engine. having intake and exhaust manifolds, of a T manifold in communication with the intake manifold, a light fuel carburetor connected to one lo; of the T, a heavy fuel carburetor connected to the opposite leg of the T, control valves regulating the flow of gaseous fuel from each carburetor to the respective legs of the T manifold and connected for simultaneous operation in allernote directions. a throttle valve controllinp the flow of fuel from either of said carbureters to the manifold, a fuel suction pipe connet-ting with the heavy fuel carburetor, and after passing through the exhaust manifold, leading to the intake manifold, and valve means controlled by movement of the throttie valve. whereby the degree of suction n the suction tube will be regulated simultaneously with the regulation of the flow of gaseous fuel to the manifold.

A carburetor comprising a float bowl, a fuel inlet well disposed above one end of said bowl and in communication therewith, a valve member for regulating the flow of fuel from the well to the bowl, a float Within the bowl for controlling the valve, :1 fuel nozzle in communication with the opposite side of the bowl and extending vertically, a nozzle tube telescoping over the'moutlpof the nozzle and extending upwardly through the cover of the float bowl. an air passage way standing at right angles to the nozzle tube and with which it communicates, u butterfly valve adapted to be interposed bet Ween the point of communication of the tube with the passageway and the engine with which it communicates. fuel cavities formed within the bowl portion of the carbon-tel, suction pipes in communication therewith and after passing through an exhaust manifold leading," toan intake manifold. and means for simultaneously controlling the degree of suction'existing in said pipes and. the volume of tiow of gaseous fuel from the carburetor to theenguin.

6. In combination with an internal combustion engine having exhaust and intake manifolds, a carburetor provided with a limit bowl, a master valve interposed between the carburetor and the en ine, means for preheating the liquid fuel at a reduced pressure. when the master valve isin a slightly opened condition and delivering the samc to the intake manifold at a point. between the mas ter valve and the engine, means for creating a delivery of fuel through the preheating means uhdcr a definite head of liquid when the master valve is in an inlernuubale position, and means for dircctly carburct in gascous fuel and drawin it into the engine when the throttle is approximately open.

T. l nozzle by which gaseous fuel is ad mitted to an intake nuinii'old. comprising a tube projecting! lllln the maniiold at substantiull right angles to the llow of air tbcretbrougb. the cud of said lube bring cut oil at an angle to present an oblique opening facing in the dircciiou of How through the mauil ild and a cylindrical slccic into Which said nozzle projects and which sleeve is open at its opposite ends to permit a free How of ..i1' lbcrcihrough.

8. A gaseous fuel carburetor having a low speed fuel jct an intcrincdiate speed furl jet and a high speed fuel jot. all of which spccds relate to the speed of the engine upon which the carburetor is mounted. a throttle valve for directly controlling the flow of air from the carburetor to the engine and the performance of the hi h speed fuel jot, means operated thereby tor successively and col leetively causing the low and intermediate speed nozzles to function when different (H- gine speeds have been reached and at a speed lower than the speed at which the high speed nozzle operates and means for heating the fuel passing from the low speed nozzle to the engine.

9. A gaseous fuel carburetor having a low Speed fuel jet, an intermediate speed incl jet and a high speed fuel jot, all of which speeds relate to the speed of the engine upon which the carburetor is mounted. a throttle valve for directly controlling the flow of air from the carburetor to the coo-inc and ibc pcr formance of the high speed fuel jot. moans operated thcrcnv for successively and colleetivelv causing the low and intermediate speed nozzle to fun tion when ilili v-rcnl (in inc 5 eeds l= ve been reached and at a speed. OWt'l' than lid pccd at u hich the high spot-d nozzle opcrnt s and means for heating: the fuel passing from the low speed nozzle to the engine, and means for creating a low pres sure on th fuel passingfrom said low speed nozzle wberel'iy it will be more readily vaporized while passing to the engine.

10. A gaseous fuel carburetor having a high speed. fuel nozzle adapted to begin functioning after a predetermined engine llltl speed has been reached and to increase the flow in direct ratio to the increase in engine speed, an intermediate speed nozzle having a constant rate of flow and beginning to function at a lower rate of en ine speed than that of the high speed nozz e, a low s eed nozzle having a constant rate of how an be ginning to function with the initial rotation of the engine and continuously operated throu bout the performance thereof, a thrott e valve for controllin the flow of air to the engine and thereby directly control lin the operation of the high speed nozzle, an indirectly operated means controlled by the movement of the throttle valve whereby the low and intermediate speed nozzles may be successively placed in operation.

11. A gaseous fuel carbureter having a high speed fuel nozzle adapted to begin functi' Ill-I11 after a predetermined engine speed has been reached and to increase the flow in direct ratio to the increase in engine speed, an intermediate speed nozzle hav ing a constant rate of How and beginning to function at a lower rate of engine spee than that of the high speed nozzle, 9, low speed nozzle having a constant rate of flow and beginning to function with the initial rotation of the engine and continuously operated throughout the performance thereof, a throttle valve for controlling the flow of air to the engine and thereby directly controlling the operation of the high speed nozzle, an indirectly operated means controlled by the movement of the throttle valve whereby the low and intermediate speed nozzles may be successively placed in operation, and means for heating the fuel passing from the intermediate and low speed nozzles and to the engine.

12. A gaseous fuel carbureter for internal combustion en ines comprising a main nozzle, a thrott e valve and controlling the performance thereof, a, low speed nozzle,

means connecting this nozzle with the mani fold of the engine at a point above the throttle valve and means actuated by the throttle valve for establishing operation of said low speed nozzle, and means for creating low pressure upon the fuel passing from the low pressure nozzle to the engine whereby it may be vaporized at low temperature.

13. A gaseous fuel cerbureter for internal combustion engines comprising a main nozzle, a. throttle valve and controlling the performance thereof, a low speed nozzle, means connecting this nozzle with the manifold of the engine at a point above the nozzle with the manifold of the engine at a point above the throttle valve and means actuated by the throttle valve for establishing operation of said low speed nozzle, and means for heating the fuel passing from said nozzle to the engine.

1 L A gaseous fuel carburetor for internal combustion engines, comprising a main nozzle, :1. throttle valve end controlling the performance thereof, a low speed nozzle, means connecting this nozzle with the manifold of the engine at a point above the throttle valve and means actuated by the throttle valve for establishing operation of said low speed nozzle, and means for heating the fuel passing from said nozzle to the engine, and means for creatin a. low pressure upon the fuel passing rom the low aressure nozzle to the engine whereby it may e vaporized at low temperature, and means for delivering heated air to pass through the low fuel nozzle with the liquid fuel,

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses.

LAURENCE E. FRENCH. Witnesses:

A. C. KRAMER, C. Pimison. 

